A 




T 


A 


TF 264 
• P64 

Copy i 


IMPROVED 

RAILROAD TURN-OUT 


FOR 


CITY AND SUBURBAN RAILWAYS. 


Patented December 22d, 1863. 




A Turn-out equally adapted to either Horse or Steam Power ! 
Cars. Every part a fixture and therefore not liable to 
get out of order. Cars keep the right hand 
track by entering the Turn-out, and 
passing the points in straight 
lines at each end. 

' NO “PULLING OVER” OR “OFF TRACK.” 

I 

WORKING PLANS WITH FULL DIRECTIONS FOR PUTTING DOWN THE 

TURN-OUTS; 

* t 

QUANTITY OF MATERIALS FOR A TURN-OUT; 

SUPER ELEVATION OF THE EXTERIOR RAILS OF RAIL-WAY CURVES; 

MOTIVE POWER; 

MAXIMUM GRADES; 

AND THE 

or load capable of being moved on a level \ 
V 

plane, and on different inclines, by the same power. 

v , BY 

I. N. PILLS BURY, CIVIL ENGINEER, 

CLEVELAND, OHIO. 

OCT., 1807- 


Relcitive weight 




Nevins’ Printing House, Cleveland, O. 
































IMPROVED 

RAILROAD TURN-OUT 

FOR 

CITY & SUBURBAN RAILWAYS 

Patented December 22d, 1863. 



A Turn-out equally adapted to either Horse or Steam Power 
Cars. Every part a fixture and therefore not liable to 
get out of order. Cars keep the right hand 
track by entering the Turn-out, and 
passing the points in straight 
lines at each end. 

NO “PULLING OVER” OR “OFF TRACK.” 

WORKING PLANS WITH FULL DIRECTIONS FOR PUTTING DOWN THE 

turn-outs; 

QUANTITY OF MATERIALS FOR A TURN-OUT; 

SUPER ELEVATION OF THE EXTERIOR RAILS OF RAIL-WAY CURVES; 

MOTIVE power; 

MAXIMUM GRADES; 

AND THE 

Relative iveight or load capable of being moved on a level 
plane , and on different inclines , by the same power . 

V- 

I. N. PILLSBURY, CIVIL ENGINEER, 

ft 7 7 

. CLEVELAND, OHIO. 

MAY, 1867- 




Kevins’ Printing House, Cleveland, O.] 










Entered according to Act of Congress, in the Year 1867, 

By L N. PILLSBURY, C. E., 

In the Clerk’s Office of the District Court of the United States for the 
Northern District of Ohio. 














GENERAL REMARKS. 


Although tramways with iron rails for horse power roads 
were used at the collieries in England as far back as 1767 ; 
the introduction of such roads for passenger traffic along 
the streets of a city, is of very recent origin; and, like 
every other valuable discovery, invention or improvement, 
universally beneficial to mankind, their projectors and ad¬ 
vocates have been assailed with the bitterest invectives and 
sarcasm; generally, by a class of persons wdio never inves¬ 
tigate anything for themselves ; and therefore are entirely 
ignorant of the principles and practical effect of the inven¬ 
tion or improvement they assail; and sometimes by another 
class of men who have a large share of self-esteem, and 
desire to keep pace with popular opinion and become' noto¬ 
rious ; and therefore employ their talents, through the 
press and otherwise, in ridicule , wit and sarcasm ; and are 
ever ready to denounce any innovation as a “Humbug and 
Collusion ,” or some other stereotyped words admirably 
suited to supply the place of sound argument and common 
sense in the popular minds. The opposition, by this class 
of men, to the introduction of any new science, invention 
or improvement, has existed in all ages; and will hold 
good from the opposers of the theory of the earth’s revolu¬ 
tion by Galileo ; the science of the circulation of the 
human blood by Harvey ; the introduction of coal as a fuel, 
and tallow candles for light, instead of splinters of wood ; 
the application of steam power to Navigation by Fulton ; 
the building of canals, turnpikes and railroads ; the science 
of telegraphic communications by means of electricity; 



4 


and so on, step by step, down to the introduction of Gas, 
Coal Oil and Street Rail-Ways! In short, there has never 
yet been any scientific discovery, or valuable invention, or 
improvement introduced without opposition ; and fre¬ 
quently, the more valuable the discovery, or useful the in¬ 
vention or improvement, the greater has been the opposi¬ 
tion ; and when the discovery, invention or improvement 
becomes established beyond the power of its opposers, so 
as to meet with popular favor, it is not unfrequently the 
case that its strongest opponents will become its warmest 
advocates. Such is now the case in regard to the introduc¬ 
tion of street railways : they have passed through the 
ordeal, and their utility as a public convenience and safe, 
investment of capital is fully established; so that the day 
is probably not far distant when the streets and avenues 
of all the principal cities in Europe and America will be 
occupied by them, with additional branch roads leading to 
the adjacent villages and places of public resort. There¬ 
fore the construction of city and suburban rail-ways is nec¬ 
essarily becoming an extensive and important branch in 
the department of Civil Engineering; and any improve¬ 
ment tending to make them less expensive and more per¬ 
manent and convenient to operate, will be looked upon 
with interest, no matter by whom, or where the improve¬ 
ment is made. 


EXPLANATION. 

The plans, specifications and directions, in this work, 
are for Turnouts, especially designed for city and suburban 
rail-ways, for either horse power cars, or steam power with 
the “Dummy Engine.” 


5 


The Gars enter the Turnout and pass over it in the direc¬ 
tion indicated by the arrows. Fig. 14.—Both ends are in 
the same straight line. Every part is a fixture, and there¬ 
fore not liable to get out of order. By the inclined guard 
rails at the ends, in connection with the plates, the cars are 
eased oft* from the curves to the tangents of the main track, 
on leaving the turnout, without any apparent jerking or 
jolting, even with a velocity of five or six miles an hour. 
Each car, upon entering the turnout, keeps the right hand 
track without turning from a straight line, until after all 
the connecting points of the two tracks are passed. The 
tracks reverse, or change sides in the middle ; so that the 
turning of the cars from a straight line to pass each other 
is in single tracks with easy curves. This turnout is simple 
in its form of construction, and can be made any desired 
length or width between the two tracks, by varying the 
radii of the curves, and length of the tangents. The tracks 
cross each other in straight lines, thereby dispensing with 
the use of guard rails opposite the point of the frogs ; and 
every part being a fixture, they are no more liable to get 
out of order than any other part of the road. If the meet¬ 
ing cars do not enter the turnout at the same time, the car 
entering first can pass, in a straight line, all the connecting 
points of the tracks before stopping, (as at B and I, Fig. 
14), leaving ample room for the opposite car to pass ; and 
thus avoid the necessity of starting upon a curve with 
heavy loaded cars. There is no “pulling over” or “off 
track” either upon entering or leaving the turnout; and 
being a fixture, of course no switchmen are required. 

These turnouts are adopted and used by the railroad 
companies in Cleveland, and Toledo, Ohio, and Springfield, 
Ill.; their merits have been thoroughly tested, and their 
utility fully and practically demonstrated to the entire sat¬ 
isfaction of the parties using them ; so that we are not offer¬ 
ing this turnout for adoption by the railroad Companies gen- 


6 


orally, simply as an experiment with doubtful results; but 
as an improvement fully determined to be just what is re¬ 
quired on all city and suburban railways, for either horse 
power, or the “Dummy Engine.” 

The opinions of the parties who have purchased the right 
and are now using them, and therefore fully acquainted 
with their practical working, may be found in the certifi¬ 
cates or testimonials at the end of this w'ork ; as expressed 
over their own signatures. 


DESCRIPTION. 

In this work we give all the calculations, plans, specifica¬ 
tions and directions complete, for putting down our turnouts 
on city and suburban railways, suitable for either horse or 
steam power cars. 

First, for turnouts with fourteen degree curves, (410.3 
feet radii); eight degree frogs; and for a gauge of track of 
four feet 8-J- inches (4.70 feet); and five feet two inches (5. 
16 feet); fourteen degree curves being as sharp as is prudent 
to use without a continuous guard rail; or too great an 
elevation of the outer rails for the paving in the streets. 

Second, for turnouts with ten degree curves (573.7 feet 
radii); six degree frogs ; and for a gauge of track of four 
feet 8J inches (4.70 feet); and five feet two inches (5.16 
feet). 

The last being preferable for roads of ten, fifteen, twenty- 
five or fifty miles in length, for the transportation of pas¬ 
sengers and light traffic; and using steam wholly as a 
motive power. 

Fig. 1 is a plan of the cast-iron plates and guard rail 
(not drawn to a scale) with the dimensions marked thereon 



7 


for the convenience of making the patterns for the cast¬ 
ings. The curves of the plates are calculated for a central 
angle of three degrees and forty-three minutes, and a cen¬ 
ter radius of 159.06 feet (equal a 36deg. 38min. 34sec. 
curve) for a gauge of track of live feet and two inches, or 
5.16 feet; but will answer equally well for any other gauge 
of track, the difference between the different gauges of 
tracks being very small as compared with the radii of the 
plates. The points of the plates, e and i, are set back one- 
half inch from a straight line, making the openings oppo¬ 
site the points, on the straight track, one-half inch wider 
than at the end of the plates, in order to avoid any liability 
or even possibility of the cars taking the wrong track upon 
entering the turnout in a straight line. And it is also well 
to set back the points on the left hand track, one-fourth of 
an inch from the true gauge line, as a matter of conveni¬ 
ence, in case it be desired on extra occasions, to “pull 
over” and take the left hand track on entering the turnout; 
which is readily done, with horse power, without inconve¬ 
nience or liability of getting off the track. A is a straight 
guard rail eight feet long, with two inch openings at the 
ends, for the flanges of the wheels, which are narrowed or 
inclined, from the ends, to one and -f inches, opening in the 
middle at A. By means of this inclined guard the cars 
upon leaving the curves of the plates, are eased off on to 
the tangent of the main track, without any apparent jerk¬ 
ing or jolting. B is the inside plate, and C the outside 
plate. D is a section of the guard rail at a and b, and also 
the inside plate at b; the dotted line showing the section 
of the guard rail in the middle at A. E and F are sections 
of the inside plate, at the end, at c and d. Gr and H sec¬ 
tions of the outside plate, at the end, at g and h ; and I a 
section of the outside plate at the end j. The dimensions 
of the several sections, &c., are marked in inches. The 
spike holes in the plates, and guard rails and frogs, are 


8 


counter-sunk, in casting, for one inch square'headed spike, 
the holes being cast •§• of an inch to receive inch square 
spike ; and the center of the holes, at the ends of the plates, 
guard rails and frogs, are cast two inches from the ends. 
For the various lines, with their length, &c., necessary for 
marking out the patterns for the castings, see Fig. 2 and 
its accompanying description. 

Fig. 2—Shows the various lines necessary for marking 
out the patterns for the cast-iron plates, B and C, Fig. 1, 
with corresponding letters of reference in each figure. The 
length of the several lines is marked thereon and given 
below as follows: 

Plate B.—Chord be, 10.148 feet; arc, 10.150 feet; Line 
bo, 10.154 feet; bd, 10.165 feet; cd, 0.330 feet; cr, rd, 
and ro, 0.165 feet; point, re and oe, 2.330 feet; central 
angle, 3deg. 43min.; radius, 159.06 feet; chord, kl, 10.309 
feet; arc, 10.318 feet; line, kn, 10.332 feet; km, 10.311 
feet; lm, 0.334 feet, and In, 0.335 feet. 

Plate C.—Chord, jg, 10.433 feet; arc, 10.485 feet; line, 
jh, 10.500 feet; jp, 10.488 feet; jt, 10.143 feet; gh, 0.340 
feet; gs, sh and sp, 0.170 feet; point, gi and si, 3 feet: 
line, ct, 5.488 feet; chi, 5.500 feet; and gauge of track, bj, 
ot, and eg, 5.160 feet. 

Table No. 1. 

ORDINATES 1 FOOT APART FROM THE MIDDLE OF THE CHORDS b C AND j g, Fig. 2. 

Inside Plate B. i Outside Plate C. 

________i___________ 


Ordinates. 

| Feet. 

Inches. 

! ordinates. 

| Feet. i 

| Inches. 

Middle 0 

0.082 

0. 15%-16— 

i Middle 5 

0.085 

1.0-16 -| 

1 and 1 

0.079 

0.15 -164- 

! 6 and 0 

0.082 

0. 15%-16— 

2 “ 2 

0.070 

0.13%-16_ 

7 “ 7 

0.073 

0.14-16 

a “ 3 

0.054 

0.10>i'-16.|. 

8 “ 8 

0.057 

0.11-16 

4 “ 4 

0.032 

0.6-16 ,i_ 

9 “ 9 

0.035 

0. e%-ie- 

b “ c 

0.000 

O.oo 

3 “ 8 

0.009 

O.oo 
























9 


Fig. 3—Is a plan of tlie frog with cross-sections at the 
ends (not drawn to scale), as shown by the corresponding 
letters of reference. The width, for the'rails, at the ends; 
the width of the spaces for the flanges of the wheels oppo¬ 
site the point, and the sectional dimensions are marked oil 
the plan and sections, as those dimensions are suitable for 
any angle of frog ; the length of the frog, the point o, the 
distances ag and gc, df and fb, oa, oc, od, ob, ed and eb, 
varying with the angle of the frog ; o, being the real angu_ 
lar point of the frog ; and e the point as shortened up to 
avoid the possibility of the flanges of the wheels running 
on the wrong side of the point, and thereby obviating the 
necessity of using guard rails in the tracks opposite the 
point of the frogs. On street railways we use frogs with 
angles varying from six to eight degrees; generally for 
horse power, eight degrees, and steam power with the 
u Dummie ” engine, six degrees. The dimensions for an 
eight degree frog, are as follows: 

Angle aoc and bod, eight degrees ; length of frog ah and 
cd, six feet; ends ag, gc, bf and fd, 0.209 feet; two and a 
half inches full; oa, oc, ob and od, three feet; and the 
point eb and ed, two and a half feet. 

For a six degree frog; angle aoc and bod, six degrees, 
length of frog, ab, and cd, 7.50 feet; ends ag, gc, bf and 
fd, 0.1065 feet, or 2 11-32 inches; oa, oc, ob and od, 3.75 
feet; and the point eb and ed, three feet. 

Fig. 4—Is a plan and sections of the cast-iron ■chair, J 
full size, for the end of the guard rail at a Fig. 1. The end 
A is cast 54 inches wide and 3 inches long, with flanges J 
of an inch square on the sides as shown in the section at A. 
The bed is inch thick, with opening for the spike, at the 
end of the plate. The end B is cast 3 inches long and 4 
inches wide, with a groove a on the inside corner for the lip 
of the street rail, A Fig. 11, and also an opening for the 
spike at the end of the rail. This end is cast thicker (1-J), in 


10 


order to bring the upper surface of the street rail even with 
that of the plate at a Fig 1, as shown by the sections at A and 
B. The end B will, of course, be made to correspond, in 
form and size, with the kind of rail used for the road ; so 
as to bring the tread of the rail even, and in line with that 
of the plate. Two of these chairs are required for a 
turnout. 

Fig. 5—Is a plan and section of the cast-iron chair or 
joint plate, J size, for the end of the guard rail and plate at 
b, Fig. 1. It is six inches long and 5 9-16 inches wide, 
between the flanges, with flanges J of an inch square on 
the sides to keep the end of the guard rail and plate even 
in their place. The bed is •£■ inch thick as shown by the 
Section at A. The openings for the spike are oblong, 
and extend to the ends of the chairs and joint plates, to 
allow for the irregular punching, or unequal distances of 
the holes from the ends of the rails. This arrangement for the 
spike in the chairs and joint plates will be found very con¬ 
venient in practice. Two of these are required for each 
Turnout. 

Fio. 6.—Is a plan, and sections of the cast-iron chairs, 
one-fourtli size, for the ends of the plates and frogs. The 
ends of the plates and frogs rest upon the end B ; which is 
one-half inch thick, as shown by the section. The ends of 
the street rails, adjoining the plates and frogs, rest upon 
the end A; which is thicker than the end B, as shown by 
the section, on account of the difference in thickness between 
the plates and frogs and the street rails. In this case the 
end A is If inches thick ; the tread of the rails on the cast¬ 
ings being two inches thick, and that of the street rails, If 
inches thick, making a difference in thickness of f of an 
inch. There is a groove, a a, on both sides of the end A, 
for the lip of the rail, a Fig. 11, and also openings for the 
spike on both sides of the ends A and B. This is done to 
make the same chair answer for the end c, d; g, h, or j, 


11 


Fig. 1; or a, b, c or d, Fig. 3 ; which it would not, except 
for the double grooves for the lip of the rails and openings 
for the spike. The end B next to A, is four inches wide 
and from thence narrowed in width, to three and a half 
inches at the opposite end, to avoid the corners of the chairs 
coming in contact; there being two of these chairs used, 
side by side, under the plates at c and d and g and h, Fig. 
1 . One of these chairs is required at each of the points, 
c, d, g, h and j, Fig. 1; and a, b, c, and d, Fig. 3; making 
five for each set of plates, and four for each frog; or eigh¬ 
teen for each Turnout. 

Fig. 7 —Is a section of the straight guard rail and chair 
at the ends a andb, Fig. 1, ^ size; the dotted line showing 
the section at A, Fig. 1 , in the middle of the rail. This 
section is also suitable for cast-iron curved rails for radii, 
varying from forty to eighty feet. For radii above eighty 
feet the height of the guard may be diminished. Two of 
these straight guard rails are required for each Turnout. 

Fig. 8—Is a wrought iron spike for the cast iron plates, 
frogs and guard rails. It is one-half inch square, and five 
and a half inches long; with one inch square heads, made 
to suit the countersinks of the holes in the castings. Thirty- 
six of these are required for the plates, sixteen for the frogs, 
and ten for the guard rails; or, sixty-two for each Turnout. 

Fig 9—Is a plan, showing theTmanner in which the 
street rails are curved for the Turnout. The central chord 
m m, is twenty-four feet long, with ordinates (a, b, b, c, c, 
&c.,) at right angles therewith, and one foot apart, for 
getting points in the center line, m a’m’, to make a pattern 
by which to curve the rails; and also for a center board, 
twelve or fourteen feet long, to lay upon the points in the 
center line of the tracks (Fig. 14) as a matter of convenience, 
to gauge from, in laying down the stringers and rails. 

The rails are usually curved at the mill, wdiere and when 
made; but in case of necessity they may be curved on a 


12 


large anvil by hammering on top along the inner edge of 
the inside rails and outer edge of the outside rails, with 
heavy sledges, until they are curved to suit the pattern. 

The rails for the outside and inside of the track are curved 
in opposite directions on account of the tram for wagons ; 
they may, however, be all curved to the radius of the center 
line by one pattern, there being no practical difficulty in 
springing them, as they are spiked down, in amount equal 
to the difference between the center radius and the outside 
and inside radii, for ten or fourteen degree curves. 

The ordinates, one foot apart on the chord m m’ for ten 
and fourteen degree curves, (center radii of 573.7 feet and 
410.3 feet) are as follows : 


Table IS o. 


ORDINATES ONE FOOT APART FROM THE MIDDLE OF THE CHORD ID ID, Fig. 9. 


Ten Degree Curves ; radius, 573.7 feet. 

Fourteen Degree Curves; radius, 410.3 ft. 

Ordinates. 

Feet. 

Inches. 

Ordinates. 

Feet. 

Inches. 

Middle a a’ 

0.148 

1 12-16 _J_ 

Middle a a’ 

0.175 

2 1.7-16 

b and b’ 

0.147 

1 12-16 

b and b’ 

0.174 

2 1.4-16 

c “ 

c’ 

0.144 

1 11-16 

c 

<< 

c’ 

0.171 

2 %-16 

d “ 

d’ 

0.139 

1 10-16 -f- 

d 

<< 

d’ 

0.165 

1 15^-16 

e “ 

e’ 

0.131 

1 9-16 

e 

<< 

e’ 

0.156 ! 

1 14-16 

f “ 

f ’ 

0.122 

1 7-16 -j- 

f 

ii 

V 

0.145 i 

1 11.8-16 

g “ 

g’ 

0.111 

1 5-16 ~h 

g 

a 

g’ 

0.132 ! 

1 9)£-16 

li “ 

h’ 

0.097 

1 3-16 — 

h 

it 

h* 

0.116 ! 

1 6^-16 

i “ 

i’ 

0.082 

1 0-16 — 

i 

i i 

i’ 

0 098 

\ 2.7-16 

i “ 

j’ 

0.065 

0 12,16 4 

j 

a 

j’ 

0.077 

0 14.7-16 

k “ 

k’ 

0.045 

0 8%-16~h 

k 

n 

k’ 

j 0.054 

0 10.3-16 

1 “ 

r 

0.024 

0 4^-16 1 

|1 

a 

V 

0.028 

j Os^j-16 — p- 

m “ 

m’ 

0.000 

k 0 0-16 — 

j m 

a 

m’ 

1 0.000 

1 0 0-16 


For springing the rails, of different lengths, to the proper 
curve, we give below the Spring in inches, to the nearest 
sixteenth of an inch, at the middle and quarters for ten 
and fourteen degree curves and for lengths from ten to 
thirty feet. Where the sign+occurs curve a little more, 
and — a little less. 

























13 


Table No. 3. 


SPRING OF RAILS IN INCHBS TO THE NEAREST 16TH OF AN INCH. 


Ten Degree Curves ; Radius, 573.7 feet. 


Length 

Spring of Rails in Inches. 

Spring of Rails in Inches. 

in feet. 

Middle. 

Quarters. 

Middle. 

| Quarters. 

10 

1-4 + 


3-16 


3-8 


!-4+ 

11 

5-16 


1-4_ 


7-16 


5-16+ 

12 

3-8 


L4 + 


!-2 + 


3-8 

13 

7-16 


5-16+ 


5-8— 


7-16+ 

14 

i* 2 4- 


3-8 ' 


11-16 


1-2 + 

15 

9-16 + 


7-16— 


13-16 


10-16-— 

16 

11-16— 


1-2 + 


1516-1- 

i 


11-16+ 

17 

3-4 


9-16 

1 

1-16 


13-16— 

18 

7-8— 


11-16 

1 

3-16 


14-16 + 

19 

15-16 


11-16 + 

1 

5-16 + 

1 

— 

20 

1 1-16— 


3-4 + 

1 

7-16 + 

1 

1-16 + 

21 

1 1-8 —{— 


13-16 + 

1 

5-8 

1 

3-16+ 

22 

1 1-4— 


15-16 

1 

3-4+ 

1 

5-16 

23 

l 3-8 + 

1 

+ 

1 

15-16 

1 

7-16 + 

24 

1 1-2 

1 

1-8 

2 

1-8— 

1 

9-16 + 

25 

1 5-8 + 

1 

3-16+ 

2 

5-16— 

1 

3-4— 

26 

1 3-4 + 

1 

5-16 

2 

1-2— 

1 

7-8 

27 

1 7-8+ 

1 

3-8 + 

2 

11-16 — 

2 

H- 

28 

2 1-16— 

1 

9-16 — 

2 

7-8— 

2 

1-8 —|— 

29 

2 3-16+ 

1 

5-8 + 

3 

1-16 + 

2 

5-16— 

30 

2 3-8— 

1 

3-4 + 

3 

5-16 

2 

1-2— 


14* Curves ; Radius, 410.3 feet. 


And if it be desired to determine the Spring for any 
other degree of curves or length otrails ; the Spring at the 
middle, may be calculated by the following rule: 

Let L equal the length of rail, and R the length of 

L 2 l 2 

radius : then w the Spring m feet; 

=== the Spring in inches ; 
the Spring in eights; and 
= the Spring in sixteenths. 


I R 
L 2 x 1H 


1^*12 

R 


The Spring at the quarters, or at one fourth the length 
from the end of the rail, should be three-fourths that at 
the middle. The Spring for a ten degree curve and a 
twenty-four feet rail, at six, twelve and eighteen feet, is 
1-J- inches ; 1 \ inches and !■§• inches. 































14 


Fig 10.—Is a plan, £ size, of a wrought iron joint plate £ 
of an inch thick for the ends of the street rails. The open¬ 
ings for the spike extend to the ends of the plate to allow for 
the irregular distance of the spike holes in the ends of the 
rails. This plate, the end A of the cast iron chairs, Fig. 6, 
and the end B of the chair, Fig. 4, are drawn to suit a four 
inch street rail (2 inch tread and 2 inch tram) with a lip a 
Fig. 11, and of course these widths will be changed to cor¬ 
respond with the kind of rail used. The end A, Fig. 4, and 
B Fig. 6, and the plate Fig. 5 for the plates, frogs, and 
guard rails, remaining the same. 

Fig. 11—Is a section of the street rail, £ size, with two 
inch tread and two inch tram; weighing 35 to 38 pounds 
per yard. 

Fig. 12—Is a plan or top view of a cast iron brace or 
stay, £ size, to be spiked on to the cross-tie and stringers to 
prevent the track from spreading. C is a cross-section through 
a b, and D a cross-section through c d, Fig’s 12 and 13. 

Fig. 13—Is a longitudinal section through A B, Fig. 12,. 
or a side view, showing a section of the stringer and cross¬ 
tie, and the manner in which the stays are spiked on to the 
cross-ties and stringers. Both ends, A and B, are alike and 
the same as A Fig. 12, and the angle forty-live degrees, so 
that either end may be spiked on to the tie or stringer. 

These stays would of course be used in connection with 
stringers for the flat rail, in which case they are indispensia- 
bly necessary in unpaved streets, and are preferable for 
tracks even in paved streets; as they will keep the track 
permanently in gauge, and do not essentially interfere with 
the paving. 

In making this plan for stays, we have taken special pains 
to give the requisite strength with the smallest amount of 
material, the weight of each being only If pounds, thereby 
reducing the cost to a small sum. We consider this form 
far preferable to the common “ angle iron” placed in the 



15 


comer of the tie and stringer; or the wooden blocks fre¬ 
quently used, both for utility and durability. 

Fig. 14 —Is a plan of the Turnout, (not drawn to a scale) 
with the necessary lines and letters of reference^ marked 
thereon, for fixing the points, staking out the work and 
putting it down. The arrows indicate the direction in 
which the cars move in passing over it. For steam power 
roads, guard rails are put down opposite the point of the 
frogs; (which are unnecessary for horse power railroads) 
and for switching cars, and taking either track as occasion 
may require, a movable rail, x y, may be put in on one side 
of the track at each end of the Turnout, so that by moving 
the end x from x to v, by the lever w, the cars upon entering 
the Turnout, will take the left hand track ; but when the 
Turnout is used for the passage of trains only, the level's 
w, w, may be fastened down ; thereby leaving the Turn¬ 
out properly and securely opened as shown in the plan, for 
the passage of trains at all times, without the aid of a switch¬ 
man, as the meeting trains keep the right hand track, by 
entering the Turnout in straight lines; thereby avoiding 
the tendency to “off track” or liability of taking the 
wrong track , and consequent danger by the negligence or 
carelessness of switchmen. For city and suburban rail 
ways, the moveable bars and levers are not required. 

Following are the dimensions of the several parts of a 
Turnout with fourteen degree curves (410.3 feet radii) and 
eight degree frogs, for a gauge of track of four feet eight 
and a half inches (4.70 feet); and a distance of ten feet be¬ 
tween the centers of the two tracks; measuring at right 
angles with the line A O II, (Fig. 14) at the points B O 
and I. 


16 


Tal>le IV o. 


. Straight lines, Fig. 14, for a Turn-out of 14 degree curves. 

Length in feet 

TSYotn A to K... 

116.007 

<< 

B to 0 63.859 j , „ , T 

l x /»o oern > from B tO 1 . 

127.718 

€ • 

€6 

0 to I, 63.859 j 

I to H, . 

116 07 



iC 

A to H, extreme length. 

359.732 




l( 

point of frogs to A and H, on line of rails . 

49.768 



K 

“ “ to e and j, to point of curve . 

8.708 

9.556 

te 

“ “ to f and i, “ “ . 



it 

e to f, and i to j, tangents crossing tracks . 

18.264 


Table No. r>. 


Centre line of tracks, Fig. 14, for a Turn-out of 14 deg. curves. ; Length in feet 


Tangents A B amt ti 1. 

116.007 

Keverse curves BCD and I J K. 

128.238 

Curves D E and KL. 

57.289 

Tangents E E and L M. 

18.264 

Curves F G and M N. 

30.673 

Curves G H and N Apiates. 

10.318 


Length of Turn-out, on centerline of tracks. 

360.789 

tl “ in a straight line. 

359.732 


Difference in length from a straight line. 

1.057 




Table IVo. O. 


Distances on the straight line A O H, and offsets at right angles therewith, to points 
in the center line of the tracks. For turn-out of 14 degree curves, Fig. 14. 


Points on line A O j 

us. in feet from A.NiH 

Offsets. 

Length in Feet. 

Ac and H /, 

10.3106 

c N and l G, 

0.334 

A d and H k, 

40.8181 

d M and k F, 

3.465 

A g and H h, 

58.9043 

g L and li E, 

6.007 

A B and H I, 

116.0070 

B K and I D, 

10.000 

B O and I O, 

63.8590 

0 J and O C 

5.000 


Intermediate Distances. 


A c and H l, 

10.3106 

c N and l G, 

0.334 

e d and l k, 

30.5075 

d M and kF, 

3.465 

d g and k h, 

18.0862 

g L and h E, 

6.007 

g B and h I 

57.1027 

B k and I D, 

10.000 

B O and I O, 

63.8590 

O J and O C, 

5.000 










































































17 


Xatole No. T. 


0 ofthe'Sk?'. r _°“ m !'“ le •»«» <*~4. for the center 


Chorda. 

Length 

in 

Feet 

Ordinates ten feet apart. 

20 teet. 
Feet. 

10 Feet. 

Feet. 

Middle. | 1C Feet. 
Feet. | Feet. 

20 Feet. 
Feet. 

A N and H G, 
N M and G F, 
LK and E D, 
BC,CD, IJ&JK 

10.816 

30.666 

57.242 

64.054 

0.512 

0.764 

0.165 

0.878 

1.130 

0.084! 

0.2871 0.165 

1.000; 0,878 

1.252! V30 

0.512 

0.764 


A N and H G, 

N M and G F, 
L K an d E I) 


6K 

2 0-16 
10 9-16 

1 0-16 
3 7-16 
12 

BC,CD,IJ&JK 


9K 

13 9-I6 

15 

T’ng’s ML&FE 

18.264 




2 0-16 
10 g.i6 
13 9-16 


OK 

9K 


Table No. 8. 


Centre radii and angle?, and length of arcs for 14 degree curves. 
Fig. 14; turn-out plates equal a 36 ° 38m 34s, curve. Gauge of track, 
4 feet 834 inches. 


Arcs, 

Centre Radii 
Feet. 

Centre Angles 

Length of Arcs in Feet. 

Inner. 

Center. 

Outer. 

AN & H G Plates 

159.06 

3 3 43’ 00” 

10.165 

10.318 

10.470 

NM&GF, 

410.30 

40 17 > 00” 

30.497 

30.673 

30.849 

L K & E D, 

410.30 

8° 00’ 00” 

56.960 

57.289 

57.617 

BC, CD, IJ & JK, 

410.30 

8° 57’ 14” 

63.752 

64.119 

64.48s 

Angle of frogs, 


8° 00’ 00” 


Radii. 


Turn-out plates, 


3° 43’ 00” 

156.7101 

159.06 

161141 


Tadfrle No. O. 

Length of rails, exclusive of the plates and frogs, for the entire 
turn-out, as follows: 

Straight rails for main track, 410.740 ( . 71 7Qft » , 

“ “ for frog tangents 61.056) ±a./yt>teet. 

Curved rails for inside of tracks. 429.922 “ 

“ “ outside of tracks. 434.876 “ 


Total for the turn-out, of 4 feet 8% inches gauge.. .. 1,336.594 


For a gauge of track of five feet two inches (5,16 feet) the follow ¬ 
ing dimensions, other things being equal, are to be substituted, viz : 


From point of frogs to A and H, read . 53.025 feet, 

“ “ “ to e and j, “ . 11.966 “ 

“ “ “ to f and i, “ . 6.298 “ 

Frog tangent, same as 4’ 83/2” gauge . 18.264 “ 


2 























































































18 


Table No. lO. 


In table No 8.—For length of arcs in feet, read as follows : 


14 degree curves. 

Guage of track 6 feet 2 inches. 

Arcs. 

Length of arcs in feet. 

Inner. 

| Center. 

| Outer. 

AN and HG, Plates,. 

10.150 

10.318 

10.485 

NM and GF,. 

30.481 

30.673 

30.866 

LK and ED,. 

56.928 

57.289 

57.649 

BC, CD, IJ and JK,. 

63.716 

64.119 

64.523 


Ft A.TDTT. 


Plates, . 

156.48 ( 

159.06 | 

161.64 

Table 

No. 11. 




In table No. 9, read as follows: 

Straight rails for main track, 410.740 
“ “ for frog tangents, 61.056 

Curved rails for inside of tracks,. 

“ “ for outside of tracks,.. 


471.796 feet. 

429.682 “ 

435.122 “ 


Total for the Turnout of 5’ 2” gauge,.1336.600 “ 


Following are the dimensions of the several parts of a Turnout 
with ten degree curves (573.7 feet radii) and six degree frogs; for a 
gauge of track of four feet eight and a half inches, 4.70 feet, and a 
distance of ten feet between the centres of the two tracks, measur¬ 
ing at right angles with the line A, O, H, (Fig. 14) at the points B, 
O, and I. 


Table IV o. X2. 


Straight lines, Fig. 14. For a Turnout of 10 degree curves. 


Length in 
feet. 


From A to B,. 

“ B to O, 75.578 ) 

“ O to I, 75.578 ( 

“ I to H,. 

“ A to H,. 


B to I, 


From point of frogs to A and H, on line of rails, 
“ point of frogs to e and j, to point of curve, 
4< “ “ “ to f and i, to “ “ “ 

“ e to f, and i to j, tangents crossing tracks,. 



136.704 

151.156 

136.704 

424.564 

56.336 

23.123 

20.760 

43.883 


\ 































































19 


Table IVo. 13. 

Center line of tracks, Fig. 14. 10 degree curves. 

Length in 
feet. 

Tangents from A to B and H to I,. 

Reverse Curves, BCD and I J K,. 

^Curves, D E and K L,. 

Tangents, E F and L M,. 

Curves, F G and M N,. 

Curves, G H and N A, Turnout Plates,. 

136.704 

151.596 

60.078 

43.883 

22.863 

10.318 

Length of Turnout on center line of tracks,. 

“ “ “ in a straight line,. 

425.442 
424.564 

Difference in length from a straight track. 

0.878 


Table TVo. 14. 


Distances on the straight line AO IT, and Offsets at right angles there¬ 
with to points in the Center line of the tracks. Fig. 14. 

For 10 degree curves. 


Points on line A.O.H. 

| Dist. in Feet. || 

Off-setts. 

| Lenorth in Ft. 

Ac and HI . 

10.311 

cN and 1G. 

0.334 

Ad “ Hk 

33.094 

dM “ kF. 

2 270 

Atr “ Hh . 

76.737 

gL “ hE . 

6.857 

•**■0 . . 

AB “ HI. 

136.704 

BK “ ID. 

10.000 

BO “ IO . 

75.578 

OJ “ OC. 

5.000 


Intermediate. 



Ac “ HI. 

10.311 

cN “ 1G. 

0.334 

cd ‘ * lk 

22.783 

dM “ kF. 

2.270 

cl or i( Ich . 

43.643 

gL “ hE. 

6.857 

. . 

59.968 

BK “ID. 

10.000 

BO “ IO . 

75.578 

OJ “ OO. 

5.000 


Table No. IS. 

Chords and Ordinates ten feet apart from the middle of the Chord, 
for the Center line of the tracks. Fig. 14. Ten d eg, curves. 


Chords. 


Length 
in feet. 


Ordinates ten feet apart. 


30 feet. 120 feet.) 10 feet.(.diddle 10 feet (20 feet( 30 feet, 

Feet. I Feet. | Feet. | Feet. | Feet. Feet. | Feet 


AN & HO Flutes, 

NM & OF. 

LK & ED. 

BC,CD, IJ&JK. 


10.310 

22.861 

60.050 

75.743 


...i0.437 
0.467!0.903 


0.027 

0.699 

1.165 


0.084 

0.114 

0.786 

1.252 


0.027 

0.699 

1.165 


0.437 
0.903 0.467 


Same Chords with 


Ordinates in inches. 


AN & HO Plates, 

NM & GF. 

LK & ED. 

DC,CD, IJ&JK. 
Tangents ML&FE 


22.861 

60.050 

75.743 





1 0 

M6 

IK 

K 

15 






5 

16 

8K 

14 

5 

16 

8K 

14 



5^ 

r o'A 

ioa 

5 A 

10S 

5K 













































































































20 


ToT>le IN o. 16. 


Center radii and angles; and length of arcs, for ten degree curves. 
Fig. 14. Turnout plates, Center radius equal a 36 ° 38’ 34” curve. 
Gauge four feet inches. 


Arcs. 

(CenterRadii. (Central Augles, 

Length of Arcs in feet. 


1 Feet. 

1 

Inner. 

| Center. 

| Outer. 

AN &HG Plates, 

159.06 

3 ° 43’ 00” 

10.165 

10.318 

: 10.470 

NM&GF 

573.70 

2 © 17> 00” 

22.768 

22.863 

1 22.956 

LK & ED 

573.70 

6 ° 00’ 00” 

59.831 

60.078 1 

! 60.324 

BC, CD, IJ & JK 

573.70 

7 ° 34’ 12” 

75.487 

75.798 I 

76.108 

Angle of 

frogs. 

6 ° 00’ 00” 

* 

Radii ! 


Tangent Plates, 

159.06 

3 ° 43’ 00” 

156.71 

159.06 I 

161.41 


Table IVo. 17. 

Length of rails, exclusive of the plates and frogs, for the entire 
Turnout, as follows : 

Straight Rails for the main track,.490.532 ) „ 

• ‘ ‘ for frog tongents,.160.532 f b5L 064 ieet ‘ 

Curved Rails for inside of tracks,. 467 146 “ 

“ for outside of tracks,. 470.992 “ 


Total for the turnout of 4’ 8)£” gauge.1589.202 feet. 

For a gauge of track of five feet two inches, 5.70 feet, the follow¬ 
ing dimensions—other things being equal—are to be substituted in 
the foregoing Tables, No. 12, 16 and 17, viz : 

In Table No. 12, from point of frogs to A and H read, 60.723 feet. 


From point of frogs to e and j to point of curve, read.. 27.514feet. 
From point of frogs to f and i to point of curve, read.. 16.369 “ 


Frog tangents, same as for a 4’ 8>£” gauge. 43.883 feet. 


Table IVo. IS. 


In table No. 16, for length of arcs in feet, read as follows : 


Table IVo. lO. 


Arcs. 

Length of Arcs in Feet. 

10 Degree Curves. 

Inner. 

Center. 

Outer. 

A N and H G, Plates. 

10.150 

10.318 

10.485 

N M and G F. 

22.760 

22.863 

22.965 

L K and ED. 

59.807 

60.078 

60.348 

BC, CD, IJ and JK. 

75.457 

75.798 

76.139 



Radii. 


Turn-out Plates. ^ 

156.48 

159.06 

161.6. 
-4 


In Table No. 17 read as follows : 


Straight rails for main track, 490.532 ) ... „ 

do for frog tangents, 160.532 j 651.064 feet. 

Curved rails for inside of tracks. 466.962 “ 

do for outside of tracks. 471.182 ♦* 


ii 


Total for the turn-out of 5’ 2” 


gauge. 


1589.208 



































































21 


DIRECTIONS FOR PUTTING DOWN THE TURN-OUTS. 

First for fixing the points and putting in a fourteen de¬ 
gree turn-out with eight degree frogs. Having determined 
the location of the turn-out, run the straight line, in the 
center of the street or main line of the road, A, O, H, (fig. 
14). Fix a center peg and nail at A, and measure 116.007 
feet, from A to B, and fix the point B ; thence 63.859 feet, 
from B to O, and fix the point O ; thence 63.859 feet, from 
O to I, and fix the point I; thence 116.007 feet, from I to 
II, and fix the point H ; making the length of the tum-out 
from A to H, on the line A, O, H, 359.732 feet. Then put 
down the plates at each end, with the first or small ends op¬ 
posite the points A and H, at right angles with the line A, 
O, H ; and the straight guard rails a, a, (A fig. 1,) connect¬ 
ing with the inside plates, b, b, (B fig. 1.) Then put down 
the frogs, placing the real points (O fig. 3) 49.768 feet from 
the ends of the plates, opposite the points A and H, for a 
gauge of track of 4 feet and 8-J- inches; or, 53.025 feet 
from the same points for a gauge of five feet two inches. 
The chairs for the plates, frogs and guard rails are described 
under their respective Figs. 4, 5 and 6. Then measure on 
.the line A, O, H, (as in table Ho. 6,) 10.311 feet from A 
and H to c and 1; and at right angles therewith, the off¬ 
sets 0.334 feet to the points H and G. Then measure 
40.818 feet from A and Hto d andk ; and at right angles, 
the offsets, 3.465 feet to the points M and F. Then mea¬ 
sure 58.904 feet from A and H to g and h; and at right 
angles, the offsets, 6.007 feet to the points L and E. Then 
from the points B and I, measure at right angles, 10.000 
feet to the points K and D. Then from the point O, mea¬ 
sure at right angles, five feet each way to the points J and 
C; fixing stakes and nails at the points H, G, M, F, L, E, 
K, D, J and C. Then from the chord lines H M and G F, 
3 0.666 feet); L K and E D (57.242 feet); and B, C C D, I 


22 


J and J K, (64.054 feet eacli) measure at right angles and 
put in their respective ordinates (ten feet apart each way 
from the middle of the chord) corresponding in length with 
the numbers given in table No. 7 ; fixing center stakes and 
nails at the end of each ordinate; thus fixing points in the 
center line of the tracks from which, with the aid of a cen¬ 
ter board, (having one edge rounded to a fourteen degree 
curve as explained under fig 9), a continuous center line is- 
formed to gauge from in putting down the stringers and 
rails on the curves; and a small line stretched between the 
points A B, H I, M L, and F E, forms continuous lines for 
gauging the tangents. The length of the tangents will be 
found in tables No. 4 and 5, and the length of the rails for 
the outside and inside of the curves will be found in table 
No. 8 for a gauge of track of 4 feet inches ; and in the 
subsequent reference to table No. 8 for a gauge of 5 feet 2" 
inches. The total quantity of straight and curved rails for 
the entire turn-out will be found in table No. 9 for a 4 feet 
8-J- inch gauge ; and in the subsequent reference to table 
No. 9 for a 5 feet two inch gauge. 

In surfacing up the turn-out, the outside of the curves 
should be elevated above the inside not less than one-half 
an inch, nor more than one and a half inches, according to 
the required velocity in passing over; we use one-half inch 
for liorse-power roads in paved streets. The left hand side 
of the straight track, from a point forty or fifty feet back 
from the ends of the switch to the ends of the tangents at 
B and I, should also be elevated one-half inch above the 
right hand side, so that the cars upon entering the turn-out 
will the more readily pass the points of the plates and 
frogs under all circumstances of carelessness of drivers or 
otherwise; this, although a small element of and in itself, 
is a precaution that should not be overlooked or neglected 
in putting down the turn-outs for either horse or steam 
power roads. Great care should also be taken to have the 



23 


cross-ties thoroughly tamped, so as to keep all parts of the 
turn-out firmly in their place. The cast iron stays (fig. 12) 
should he spiked on to every cross-tie against the outside 
of the stringers, to avoid the possibility of the spreading of 
the tracks ; they are equally necessary where the streets are 
paved with .stone, but are not required in the “Nicholson” 
pavement. In putting down the turn-out in connection 
with the street paving, we commence at one end of the 
turn-out, put dowm the plates and guard rail, and continue 
with both tracks together, keeping our points in advance 
of the w r ork through the entire length of the turn-out. In 
the “Nicholson” pavement, wdiere no cross-ties (only inch 
flooring) are used, we elevate the outside of the curves on 
the left hand side of the track on entering the turn-out, by 
using stringers one-half inch deeper for the elevated por¬ 
tion. The proper depth of stringers for a turn-out in the 
“ Nicholson” pavement, for a street rail If inches thick, is 
4f inches for the inside of the curves and low^er side of the 
straight track ; and 4f inches for the outside of the curves 
and the elevated side of the straight track, the blocks of 
pavement being six inches in depth. 

Second, for fixing the points and putting in a ten degree 
turn-out with six degree frogs. Run as before, the straight 
line, in the center of the street or main track, A O II, (fig. 
14). Fix a center peg and nail at A, and measure 136.704 
feet, from A to B, and fix the point B ; thence 75.578 feet, 
from B to O, and fix the point O; thence 75.578 feet, from 
O to I, and fix the point I; thence 136.704 feet, from I to 
II; making the length of the Turnout from A to H, on 
the line AOII, 424.564 feet. Then put down the plates 
at each end, with the first or small ends opposite the points 
A and H, at right angles with the line AOH, and the 
straight guard rails a. a, (A Fig. 1) connecting with the 
inside plates b.b, (B Fig. 1). Then put down the frogs, 
placing the real points (o Fig. 3) 56.336 feet from the ends 


24 


of the plates, opposite the points A and H, for a gauge of 
track of four feet 8-J- inches; or, 60.723 feet from the same 
points for a gauge of five feet two inches. The chairs for 
the plates, frogs and guard rails are described under their 
respective figures 4, 5 and 6. Then measure on the line 
AOH, (as in Table No. 14), 10.311 feet, from A and H to 
c and 1; and at right angles therewith, the offsets, 0.334 
feet to the points N and G. Then measure 33.094 feet 
from A and H to d and k; and at right angles, the offsets, 
2.270 feet to the points M and F. Then measure 76.737 
feet, from A and H to g and h; and at right angles, the 
offsets, 6.857 feet to the points L and E. Then from the 
points B and I, measure at right angles 10.000 feet to the 
points Iv and D. Then from the point O, measure at right 
angles, five feet each way to the points J and C; fixing 
stakes and nails at the points FT, G, M, F, L, E, K, D, J 
and C. Then from the chord lines NM and GF, (22.861 
feet); LK and ED (60.050 feet); and BC, CD, IJ and 
JK (75.743 feet each), measure at right angles, and put in 
their respective ordinates (ten feet apart each way from the 
middle of the chord) corresponding in length with the 
numbers given in Table No. 15 ; fixing center stakes and 
nails at the end of each ordinate ; thus fixing points in the 
center line of the tracks from which, with the aid of a 
center board (having one edge rounded to a ten degree 
curve as explained under Fig. 9) a continuous center line 
is formed to gauge from in putting down the stringers and 
rails on the curves; and a small line stretched between the 
points AB, HI, ML and FE forms continuous lines for 
gauging the tangents. The length of the tangents will be 
found in Tables number 12 and 13 ; and the length of the 
rails for the outside and inside of the curves, will be found 
in Table No. 16 for a guage of track of four feet 8£ inches ; 
and in the subsequent reference to Table No. 16, for a gauge 
of five feet two inches. The total quantity of straight and 





25 


curved rails for the entire Turnout will be found in Table 
No. 17, for a four feet 8J inches gauge; and in the subse¬ 
quent reference to Table No. 17, for a five feet two inches 
gauge. 

With reference to the surfacing up the Turnout, tamping 
the cross-ties, elevating the outside of the curves, and the 
left hand side of the straight track, staying the stringers 
to prevent spreading, putting down the Turnouts in con¬ 
nection with street paving, and the depth of the stringers, 
&c.; the same remarks made with reference to the fourteen 
degree Turnouts are equally applicable to the putting down 
of the ten degrees. 

QUANTITY OF MATERIALS FOR A TURNOUT. 

184 cubic yards of Earth Excavation, supposing the surface of the 
street to be at grade. 

200 Cross-ties 6” X 6” length 1% feet more than the gauge of track. 
1443 linear feet of Stringers 4” X 6” or 5”X 6” according to width of 
rail. 

445 yards of street rails. 

60 wrought iron joint Plates, Eig. 10, 6”X3%”X}£”- 90 lbs. 

200 Cast Iron Stringer Stays, Fig. 12. Wooden blocks may 

be substituted, but the iron ones are preferable. 350 “ 

4 Cast iron plates, 2 of B and 2 of C, Fig. 1, weight,.1240 “ 

2 Cast iron guard rails, A Fig. 1; Section Fig. 7, weight,. 496 “ 

2 Cast iron frogs, Fig. 3,.“- 436 “ 

22 Cast iron chairs, Fig’s. 4, 5, and 6,. “.... 120 “ 

62 Square-headed Spikes, 5)^ X Fig. 8, for Castings, 31 “ 

Street rail Spike, 4 Y*” X . weight.. 275 “ 

Stringer Spike, 10” X 7-16”,. “.... 300 “ 

500 Square yards of paving. 

The above quantities are for both tracks; only one of' 
which properly belongs to the Turnout. For a Turnout 
outside of the corporation, with T rail, the Stringers, Stringer 
Spike, Cast Iron Stringer Stays and paving, of course, will 
not be required ; but Cast iron Chairs and hook-headed 
Spike should be used in place of the wrought iron joint 
plates and the common street rail spike. 








26 


SUPER-ELEVATION OF THE EXTERIOR RAILS. 

When a material body moves in a circle, the normal force 
acts radially inwards , and hence is called the centripetal 
force; while the force that the body opposes, by virtue of 
its inertia, which acts radially outwards , is called the cen¬ 
trifugal force. The centripetal force is that which acts 
directly upon the body; the centrif ugal force is the react¬ 
ing force of the body. 

In the revolution of the planets around the sun, these 
forces are equal in amount and opposite in direction. 

In railway curves of large radii the centrifugal force of 
the train is counteracted by the conical inclination of the 
tire of the wheels, which is usually from i to f of an inch in 
the whole width of the tires of from 3J to 5 inches. But in 
curves of less than 1500 or 2000 feet radii, it becomes abso¬ 
lutely necessary to elevate the exterior rails to counteract 
the centrifugal force produced by the weight and velocity 
of the train, since all moving bodies have a tendency to 
continue their motion in a direct line. 

The conical inclination of the tire of the wheels, together 
with the force of gravity, by the super-elevation of the 
exterior rails of the curve, constitute the centripetal force 
of the train; while the force tending to make the train 
leave the curve by its weight and velocity and move in a 
tangent, constitutes the centrifugal force. And as these 
forces act in contrary directions, it is evident that they will 
hold each other in equilibrium when they become equal, 
and the train has no tendency to quit the curve. 

Let W equal the weight of the train ; 

“ Y its velocity in feet per second; 

“ G the force of gravity at the earth’s surface, usually 
taken at 32.2 feet, and therefore a constant 
number; 


27 


Let R the center radius of the curve; and 

“ R’ the radius of a circle which the center of gravity 
of the train will describe in consequence of the 
conical inclination of the tires of the wheels. 

Let F equal the centrifugal force of the train ; 

“ F’ the centripetal force corresponding to the ra¬ 
dius R’; 

“ F” the centripetal force caused by the super-elevation 
of the exterior rail; 

“ E the super-elevation of the exterior rail, in feet and 
decimals; and 

u w the width between the rails, or gauge of track. 

The centrifugal force will then be represented by 

( 1 ) 

The centripetal force corresponding to the radius TV 
will be 

F’=w. (2) 

The inclination of the plane on which the train moves is 
equal to the super-elevation of the exterior rail divided by 
the gauge of the track, = ^ ; therefore the centripetal 

force caused by the super-elevation of the exterior rail 


will be 


T?» _ 

r — w • 


( 3 ) 

2 

These two last forces constitute the centripetal 

2 

force of the train; and the force G the centrifugal force. 
And when these two forces become equal, that is, when 
or R’=R, they will hold each other in 


we. w v J 


w v 


w 1 G K' G R 

equilibrium, and the train will have no tendency to leave 
the curve. Hence the general formula adopted for the 
super-elevation of the exterior rail, for curves of less than 
1500 or 2000 feet radius, is, 

E= (4) 

For the value of R’ let d= the mean diameter of the 
wheels of the train; the inclination of the tire, usually 



28 


£ inch in Z£ inches, = and s= the deviation of the 
wheels, *== say £ to £ an inch. Then when the two forces 
are in equilibrium, 




In which w= the gauge of the track as above. 

If w = 4.7 feet; d= 3 feet; and s== £ of an inch; 


16 98.7*144 


then R’= ^ = 4.7x3x7-f4xiXi 1 2 — 98.7- 


144 16 


888.3 feet. 

For curves of less than 1500 or 2000 feet radius a super¬ 
elevation of the exterior rails will be absolutely necessary 
to counteract the excess of the centrifugal force above the 
centripetal. Therefore, for greater safety the value of R’ 
above should be limited to not less than 1500 or 2000 
feet. 

It must, however, be admitted that it is impossible in 
practice to conform to the precise conditions and propor¬ 
tions determined by strict mathematical formula. The 
impracticability of running the trains exactly in conformity 
with their calculated velocity, the different and variable 
weight of the trains, the accidental and irregular depres¬ 
sions of the track, &c., will unavoidably derange these 
conditions; so that the results of these computations, in 
practice, can only be close approximations. 

For all practical purposes, the super-elevation of the 
exterior rail may be calculated by the following rule: 

Multiply the square of the velocity of the train, in feet 
per second, by the width of the track, and divide the product 
by the product of the force of gravity , (32.2 feet]) multiplied 
by the radius of the curve, and to the quotient add 0.02092 
feet for the required elevation of the outer rail in feet and 
decimals, the other measures being also in feet . 

In which case formula (4) becomes, 



2 


-t-0.02092=|^-(-0.02092. (6) 


a r 




29 


For a general table of super-elevations of the exterior rail, 
the width of the track, w, may be taken as an unit, and then 
the numbers corresponding with the different radii of curves 
and velocity of trains, need only to be multiplied by the 
required gauge of the track in feet, and to the product add 
0.02092 for the super-elevation of the exterior rail, in feet 
and decimals, for that gauge. In which case formula (6) 
becomes, 

Table IV o. 


Curves. 


Central 
Angle 
subtended 
by 100 feet 


Cent’i 

radius 

in 

feet. 


The numbers in tbese columns are to be multiplied by the gauge of 
the track, and to the product add 0.02092 for the super-elevation of the 

vo 

exterior rail in decimals of a foot. These numbers =—- 

3*2.2R 

Velocity of the train in miles per hour. 


Chord. 


1 ® 

2 ° 

3® 

4« 

5° 

6 ® 

7® 

8 ° 

9° 

10 ° 

11 ° 

12 ° 

13 ° 

14° 

15° 

20 ° 

25® 

30° 

35® 

40® 

60° 

84°39’14” 

112®53’07” 

180®00’00” 



5730.0 

2865.0 

1910.0 

1433.0 

1146.0 

955.4 

819.0 

716.8 

637.3 


573.7 


521.7 

478.3 

441.7 

410.3 

383.1 
287.9 
231.0 

193.2 

166.3 
146.2 
100.0 

75.0 

60.0 


0.00311 

0.00361 

0.00411 

0.0C601 

0.00801 

0.O1002 


50.0 

40.0 


0.01202 

0.01503 


0.00259 
0 00278 
0.00370 
0.00462 
0.00552 
0.00641 
0.00729 
0.01067 
0.01422 
0.01777 
0.02133 
0.02666 


0.00291 

0.00319 

0.00348 

0.00377 

0.00406 

0.00435 

0.00579 

0.00722 

0.00863 

0.01003 

0.01141 

0.01668 

0.02225 

0.02781 

0.03337 

0.04171 


10m. 

15m. 

20m. 

1 25m. 

30m. 

0.00116 

0.00233 

0.00349 

0.00466 

0.00583 

0.00699 

0.00816 

0.00932 

0.01048 

0.01165 

0.01281 

0.01397 

0.01513 

0.01629 

0.01744 

0.02321 

0.02893 

0.03459 

0.04019 

0.04571 

0.06683 

0.00262 
0.0< 524 
0.00786 
0.01048 
0.01312 
0.01573 
0.01835 
0.02(i96 
0.02358 
0.02620 
0.02881 
0.03142 
0.03403 
0.03663 
0.03923 
0.05221 
0.06507 

4)700466 
0.00932 
0.01398 
0.01864 
0.02331 
0.02796 
0.03262 
0.03727 
0.04192 
0.04656 
0.05121 
0.05585 
0 06048 
0.06511 

~o700729 

0.01458 

0.02186 

0.02914 

0.03644 

0.04371 

0.05099 

0.05826 

0.06553 

0.07279 

0.01049 
0.02* 98 
0.03148 
0.04195 
0.05246. 


















































E= ^rW+0.02092=32X5W-1-0.02092. (7) 

Ex. 1.—Required the super-elevation of the exterior rail 
for a curve of fifty feet radius, with a velocity of live miles 
per hour, and a gauge of track of 4 feet 8-J inches (4.7 feet.) 
In the column of five miles per hour and against fifty feet 
radius, take the number 0.03337 and multiply it by 4.7feet 
(the gauge of track,) and to the product add 0.02092 feet, 
and the sum will be the required super-elevation of the 





































































30 


-exterior rail, in decimals of a foot; which multiplied by 12, 
will give the same in inches. Thus 0.03337x4.7-f-0.02092 
=0.177759 of a foot; =2.133108, or say 2£ inches. 

Ex. 2.—With the same radius of curve and velocity as 
above, for a gauge of track of five feet two inches (5.16 feet,) 
the super-elevation of the exterior rail will be, 0.03337x5.16 
--[-0.02092=0.1931092 of afoot, or say 2J- inches. And so 
on for any radius of curve and velocity in the table, and for 
any gauge of track. 

In the arrangement of the above table, w'e have considered 
the conical inclination of the wheels to be such as not to 
require a super-elevation of the exterior rail for curves of 
large radii. From one to ten degrees, with velocities less 
than ten miles per hour; from ten to fourteen degrees, with 
velocities less than five miles per hour; and from fourteen 
to thirty degrees, with velocities less than four miles per 
hour. And also that trains should not run at a greater speed 
than thirty miles per hour on curves of from one to five 
degrees; nor greater than twenty-five miles per hour on 
curves of from five to ten degrees; nor greater than twenty 
miles per hour on curves of from ten to fourteen degrees; 
nor greater than fifteen miles per hour on curves of from 
fourteen to twenty-five degrees; nor greater than ten miles 
per hour on curves of from twenty-five to sixty degrees; and 
not greater than five miles per hour on curves of from one 
hundred feet to forty feet radius. 

For the convenience of those who may wish to extend the 
above table, we insert the following table of the velocities 
in feet per second, corresponding with the different rates of 
motion in miles per hour, together with the squares of the 
velocity in feet per second: 


31 


Tal>le No. «1. 


Velocity 
iu miles 
per hour. 

Velocity in 
feet per 
second. 

Square of the 
velocity in feet per 
second. 

Velocity 
in miles 
per hour. 

Velocity in 
feet per 
second. 

Square of the 
velocity in feet 
per second. 

3 

4.40 

19.3600 

14 

20.53 

421.4809 

4 

5.86 

34.3396 

15 

22.00 

484.0000 

5 

7.33 

53.7289 

20 

29.33 

860.2489 

6 

8.80 

77.4400 

25 

36.67 

1344.6889 

7 

10.26 

105.2676 

30 

44.00 

1936.0000 

8 

11.73 

137.6129 

35 

51.33 

2634.7689 

9 

13.20 

174.2400 

40 

58.66 

3440.9956 

10 

14.67 

215.2089 

45 

66.00 

, 4356.0000 

11 

16.13 

260.1769 

50 

73.33 

5377.2889 

12 

17.60 

309.7600 

55 

80.66 

6506.0356 

13 

19.06 

363.2836 

60 

88.00 

7744.0000 


MOTIVE POWER. 

Hitherto the principal motive power employed on City 
and suburban railways, has been that of horses; but the 
day is coming, and we hope not far distant, when that of 
steam will be substituted. Yet, like every other valuable 
improvement, it must pass the ordeal of popular fallacies, 
before it can become in general use. 

The stretching of telegraphic wires along public roads, 
has been considered, by some, as endangering the lives of 
persons passing along in a thunder storm, by a supposed 
liability in consequence thereof, of being struck by light¬ 
ning! But that phantom has vanished; and the “scare” 
about the danger from using the “ Dummy Engine ” along 
the streets and avenues of a city and the public highways 
will also soon disappear. 

Practical experience has already proved the superiority 
of the steam cars over the horse cars for City and Suburban 
railways. In proof of which we will quote from Messrs. 
Grice & Long of Philadelphia:— 

“They are more efficient, economical, reliable, powerful, safe, 
and comfortable ; they make no dirt or filth in the streets ; occupy 
far less room than horse cars ; and at the same time accommodate 
forty per cent, more passengers, and have power to draw three 






















82 


additional ordinary cars, with passengers, at a cost not exceeding 
eighty per cent, of that one car drawn by animals. Their power to 
ascend grades and round curves is greatei' than the horse car. They 
are more safe and more controlable, because the engineer can 
reverse the action of the power immediately, which cannot be done 
by a driver of a horse car. Another advantage is, they are heated 
by steam in winter, by means of pipes, and consequently are always 
dry and comfortable. The “ Dummy,” as its name implies, makes 
no noise; the engine and boilers are located on the front platform; 
and occupy a space in length of about four feet, including room for 
coal and oil; the length of the body of the cars varies from sixteen to 
twenty feet, and the width from seven and a half to eight and three 
fourths feet, length, including platforms, from twenty-two and a 
half to twenty-seven feet; weight of car and engine from five and a 
half to seven and a fourth tuns; power from ten to twenty horse. 
The steam cars have trucks under their rear ends and will run safely 
on curves as sharp as fifty feet radii; and on grades as steep as six 
feet in one hundred; they will seat thirty-five passengers, with 
standing room for sixty-five more; the Dummy will run from sixty 
to one hundred miles per day at a cost of from eight to ten dollars, 
including engineer and conductor; it consumes from four to eight 
pounds of coal per mile, average about six pounds.” 

From the above it will readily be perceived that our 
fourteen degree Turnouts (Fig. 14) are equally adapted to 
the steam cars with the “ Dummy Engine ”; so that the 
railroad Companies who have already, or may subsequently, 
put in the fourteen degree Turnouts with eight degree frogs, 
according to the accompanying directions and plan (Fig. 
14) for horse power roads only, can at any time substitute 
steam power with the “ Dummy Engine ” on their roads 
without any change or alteration in the turnouts or curves. 

MAXIMUM GRADES. 

The amount of power or force necessary to move a body 
of a given weight along a horizontal plane, and also the 
requisite power to move the same body on planes of different 
inclinations, is an important problem connected with the 
transportation of passengers and traffic along either a 
common road or a railway line. 


33 


When a locomotive engine commences its motion, its 
power exceeds the resistance, and therefore the speed of 
the engine continues to increase until the resistance becomes 
equal to the power of the engine ; then the motion of the 
engine will be uniform, and the train moving with its 
greatest velocity or maximum speed, the work destroyed 
by the resistance being then exactly equal to the power 
exerted by the locomotive engine. 

It has been found by experiment that the retarding 
force or resistance by friction, on a given surface, is a certain 
proportionate part of the weight of the body moved; and 
that it is not affected by the rate of motion, nor by the 
extent of the rubbing surface. Thus if the body rest on a 
horizontal plane, and it be drawn horizontally by a weight 
attached to a cord passing over a pulley : then the weight 
which is just sufficient to draw the body along the plane, 
will measure the friction of the body on that plane. 

The friction on a horizontal plane, is found to be directly 
proportioned to the load, and inversely proportioned to 
the diameter of the wheels. 

From the experiments made upon this subject, the fric¬ 
tion of a loaded vehicle drawn along a horizontal plane : 

On a well made pavement, is about.1-70 of its whole weight. 

On a road of broken stone, laid upon a 

pavement or a concrete base,.1-48 

On a road with a thick coating of broken 

stone laid on earth,...1-34 

On a smooth McAdamized road,.1-30 

On a common Turnpike road,.1-24 

On a road with a thick coating of gravel, 

laid on earth,.1-15 

For a loaded car on a street railway, from 1-120 to 1-150 “ 

For a loaded car or train, on a locomotive 

railway, from. 1-200 to 1-280 

On Locomotive railways the friction on a level plane, is 

usually taken at 1-280 of the weight of the train; yet we 
3i 


tt ct tt 

it a n 

tt a a 

tt tt tt 

a tt tt 









u 


think that 1-200' would be more nearly the average amount 
of friction for the train on a level road, or 10 pounds per 
tun of 2000 pounds. For Street railways, on account of 
dirt and other extraneous matter liable to accumulate on 
the rails, in connection with the undulations or uneven sur¬ 
face of the rails themselves, the average amount of friction, 
or the tractive force on a level road, may be taken at 1-125 
of the weight of the car and its load; or 16 pounds per tun 
of 2000 pounds. 

The above fractions may therefore be taken as the co¬ 
efficients of friction due to each particular plane; or that 
portion of the weight of the whole body necessary to move 
it along the horizontal plane at a slow rate of speed. 
Therefore, the tractive force , or the power necessary to 
move the body along the horizontal plane, is equal to the 
weight of the body, divided by the co-efficient of friction 
due to that particular plane. Or, in mathematical language, 
let F equal the tractive force, or the power necessary to 
move the body {along a horizontal plane ; W the weight of 
the body; and C the co-efficient of friction of the body on 
that plane: then F = (l) 

Ex. 1.—For a street car weighing, with its maximum 
load, six tuns or 12000 pounds, and taking the co-efficient 
of friction at 1-125 of its weight, then the force F, necessary 
to move the car along a level plane, will he F = 12 ~ = 
96 pounds *= the tractive force; equals 16 pounds per tun 
of 2000 pounds. 

For the power requisite to move a train along planes of 
different inclinations or grades, let W = the weight of the 
train ; li the rise, in feet, of the inclined plane in every 100 
feet of its length ; c the co-efficient of friction:—F= the 
friction or tractive force = ^; P «=* the power requisite to 
draw the weight, W, including! its friction, F, along the 


35 


inclined plane ; and x = the power required to draw the 
weight, W, along the plane, exclusive of the friction, F. 
Then as, 

x : W :: h : 100; whence x = ~; 


but P = X + F - &+* - ^ W ; (2) 

therefore W = j^ 0 . (3) 

That is for the requisite power to draw a train up a given 
grade; by equation (2), multiply the rise, in feet, of the 
grade in 100 feet, by the co-efficient of friction, and to the 
product add 100 ; then divide the sum by the product of the 
co-efficient of friction, multiplied by 100; and then multiply 
the quotient by the weight of the train, for the required 
power. 

Ex. 2.—On a railway grade of one foot rise in 100 feet; 
what power will be required to draw the car, as in Ex. (1), 
with its maximum load of six tuns up the grade, the co¬ 
efficient of friction being E 0 r c = 125 ? 

By equation (2) P = W = X 6 X 2000 

= 0.018 X 6 X 2000 = 216 pounds; or 120 pounds more 
than is required to draw the same load on a horizontal 
plane. 

In accordance with the above formula, the following 
Table has been calculated for the purpose of showing with 
sufficient accuracy for practical purposes the force required 
to draw or propel a street railway car with its maximum 
load of six tuns, or 12000 pounds, including friction, on a 
level track, and up gradients with inclinations varying from 
one foot to ten feet in one hundred feet; or from 52.8 feet 
to 528 feet per mile. The weight of the two horse car is 
taken at 3600 pounds with a maximum load of 56 passen • 
gers, averaging 150 pounds each, or together 8400 pounds, 
making in all 12000 pounds or six tuns net. 

The first column contains the ratio of inclination; the 
second column contains the vertical rise in feet for each 






36 


100 feet of the incline; the third column contains the ver¬ 
tical rise in feet per mile; the fourth column contains the 
angle of inclination that the gradient makes with the hori¬ 
zontal ; the fifth column contains the number of pounds 
requisite to move the car with its maximum load of six 
tuns, including friction, along a level plane and on differ¬ 
ent inclined planes from one to ten feet in each hundred 
feet of the inclined plane; and the sixth column contains 
the number of pounds required to move a tun of 2,000 
pounds on a level plane, and also on the above inclined 
planes. The numbers in the 5th column are the results of 
equation (2) in which P = ^olnr' w > h being the vertical 
rise in feet for each 100 feet of the inclined plane; c, the 
co-efficient of friction of the load,) and w, the weight 
of the car and its maximum load of six tuns of 12,000 
pounds; and the numbers in the sixth column are l of those 
in the 5th column ; the numbers in the 5th column being 
the amount of tractive force requisite to move a load of six 
tuns along the different gradients. 

Table J\ o. 22. 


8 

§ 

tH 

Is 

a 

s 

GO 
. c 

§•3- 

3Sf 

§ g.2 ®:§ 

f 

r <v iS 

3 ■§*«§■§ 

Eate of Inclinati 

Vertical Kise for e 
feet of the incli 
in feet. 

Vertical Eise in a 
in feet. 

9-^0 
a d n 

ill 

c3,£j 

S> © 

JjSj? 

f 

2 f o® a> 

slsil 
II1H 

*3lg| 

Force required to 
tun of 2,000 poun 
eluding friction, on 
plane and up the di 
inclines, in poui 



Level. 

Level. 

Level. 

Level. 

96 

16 

1 

in 100 

1 

52.8 

0° 34’ 23” 

216 

36 

1 

“ 50 

2 

105.6 

1° 08’ 45” 

336 

56 

1 

“ 331-3 

3 

158.4 

1° 43’ 06” 

456 

76 

1 

“ 25 

4 

211.2 

2° 17’ 26” 

576 

96 

1 

“ 20 

5 

264.0 

2 o 51 ’ 44 ” 

696 

116 

1 

“ 16 2-3 

6 

316.8 

3° 26’ 01” 

816 

136 

1 

“ 142-7 

7 

369.6 

4° 00’ 15” 

936 

156 

1 

“ 12 1-2 

8 

422.4 

4° 34’ 26” 

1056 

176 

1 

“ 11 1-9 

9 

475.2 

5° 08’ 34” 

1176 

196 

1 

“ 10 

10 

528.0 

5° 42’ 38” 

1296 

216 





















37 


Relative Weight or Load Capable of Being Moved on a Level 
Plane and on Different Inclines by the Same Power. 

By assuming the condition of the road, both on a level 
and on the different inclines to be equal, and the weight 
of the car and its load and other things remaining the 
same, the relative difference between a given load drawn 
along a level plane, and that drawn along different inclines, 
with the same power and velocity, may be taken, with suf¬ 
ficient accuracy for all practical purposes, as follows: 

Suppose the load that a horse is capable of drawing on a 
level road, at the rate of 4.4 feet per second, or three miles 
an hour, be taken as a unit, then 

On an incline of 1 in 100 he can draw 9-10 as much as on a level road with the same velocity. 


ii 

1 

ii 

50 

ii 

81-100 

it 


ii 

ii 

1 

it 

44 

it 

3-4 

ii 

(t 

ii 

a 

1 

a 

40 

a 

72-100 

it 

te 

ii 

a 

1 

a 

33^ 

a 

67-100 

it 

.( 

ii 

a 

1 

a 

30 

a 

64-100 

ii 

tt 

it 

a 

1 

a 

25 

a 

52-100 

ii 

tt 

ii 


1 

a 

24 

it 

1-2 

ii 

te 

a 

a 

1 

a 

20 

a 

4-10 

ii 

tt 

a 

a 

1 

a 

15 

a 

33-100 

it 

et 

a 

a 

1 

i t 

10 

a 

1-4 

it 

e< 

a 

4 i 

1 

a 

8 

a 

22-100 

a 

a 

a 

tt 

1 

a 

7 

a 

1-5 

a 

tt 

a 


Assuming in each case that the horse exerts the same 
amount of force, though it is calculated that, for a short 
time, he is capable of doubling his exertion over what he 
should do on a level road. 

For a practical case we will take Vineyard Street in Cleve¬ 
land, Ohio, as an example of the maximum grade for horse 
power. This Street has a grade of 1 in 11 1-9, or nine ft. in 
100 feet, for a distance of five hundred feet, over which the 
West Side Street Railway passes. The two-liorse cars used 
on that road weigh about 3,600 pounds each, carrying, on 
extra occasions, as many as sixty-five passengers up the 










38 


grade with only three horses! But taking fifty-six passen¬ 
gers, with an average weight of 150 pounds each, the maxi¬ 


mum load would then be: 

Weight of car,. 3,600 pounds. 

56 Passengers, at 150 pounds each,.... 8,400 “ 

Maximum load six tuns, or,. fe 12,000 pounds. 


The tractive force of which on a gradient of 9 feet in 100 
feet (taking the tractive force on a level way at 1-125 of the 
load,) is 1,176 pounds; one-third of which, or 392 pounds, 
is therefore the real force exerted by each horse in drawing 
the load up the gradient of 9 feet in 100 feet. Although this 
incline is much greater than is desired, and more than was 
considered as being practical to operate upon successfully, 
a ct there has been no real difficulty in drawing the cars 
with a load of thirty, or even forty passengers up the grade 
with three horses, in the different seasons of the year and 
conditions of the road. If we take the available power of 
two horses in the same ratio, at 784 pounds, which is double 
what it should be in ordinary cases with the same loadj we 
shall have 15.31, so that the gradient should not 

exceed 1 in 15.31 feet, or about 6.53 feet in 100 feet, to per¬ 
form the same work with two horses that now requires 
three. 

Where it is practicable the maximum gradient should not 
exceed 1 in 20 or 5 in 100 for horse power, and 1 in 25 or 
4 in 100 for steam with the “ Dummy Engine.” 

The following testimonials, in reference to our improved 
Bailroad Turnout, fully explain themselves: 








testimonials. 


Office of the Kinsman Street R. R. Co., ) 
Cleveland, O., May 26, 1866. \ 

To whom it may Conceim: 

This Company a few weeks since put in one of Mr. I. N. Pillsbury’s 
Switches, patented Dec. 22, 1863, and is entirely satisfied with 'its 
operation. I have no doubt that the saving of Cars, Horses, &c., by 
the use of this Switch will pay its cost every year, besides obviating 
the general tendency to “offtrack,” so general on all single track 
roads. ' One of the distinctive features of this Switch is, that it 
guards against the negligence of drivers, requiring no more care than 
a strait track. Every part of it is fixed, and no more liable to get 
out of order than any other portion of the track. 

E. G. WILLIAMS, 

President. 


Office of the Toledo Street R. R. Co. , ) 
Toledo, Ohio, May 1, 1867. j 

I.N. Pillsbury, C. E., Cleveland , 0., 

Sir: —Your Improved Railroad Turnout, patented Dec. 22,1863, 
and put down upon our road in July last, is entirely satisfactory to 
the Company. As every part is a fixture, there is no liability to get 
out of order more than on any other part of the road; and as each 
car, upon entering the Turnout, keeps the right hand track without 
turning from a straight line until after all the connecting points of 
the two tracks are passed, it is equally adapted to railways for steam 
power with the Dummy Engine. There is no “pulling over” or “off 
track,” either upon entering or leaving the Turnout; and being a 
fixture, of course, no switchmen are required. The saving of Cars, 
Horses, wear of Tracks, &c., by the use of this Turnout over those 
in general use, is very great; besides, the cars pass over it smoothly 
and safely with the horses upon a trot the same as on any other part 
of the road. In fact the plan is unexceptionable, as the principle 
of entering the Turnout and passing the points of the double tracks 
in straight lines cannot be improved. And being fully satisfied 
with its practical working, we take a pleasure in recommending this 
Turnout to city and suburban railway companies generally for 
{idoption# 

E. P. BASSETT, Pres’t. 

C. S. PECK, Sup’t. 





40 


The undersigned having adopted I. N. Pillsbury’s Improved Rail¬ 
road Turnout, upon our roads, and thoroughly tested its utility by 
actual use, during the past year, to our entire satisfaction, wholly 
concur in the statements made in the foregoing testimonials ; and 
being fully satisfied with its practical working, we take pleasure in 
recommending the adoption of this Turnout by other companies, 
either for horse power or the “Dummy Engine.”’ 

A. EVERETT, President, and 
E. DUTY, Superintendent of the 
E. C, R. R. Co. 

JAS. M. COFFINBURY, Pres’t, 

M. ANDREWS, Sup’t, and 
A. V. STANARD, former Sup’t and 
Constructionist of the Westside St. Railway Co., 
at Cleveland, Ohio. 


Cleveland, Ohio, May 13, 1867. 

I. N. Pillsbury, Esq., Civil Engineer: 

Dear Sir :— I have examined your “Patent Railroad Turnout,” 
designed principally for Street Cars, and I have no hesitation in 
stating that in my judgment it has great value ; and had I Street 
Railroads to construct, I should adopt it at any reasonable cost for 
the use of the Patent. 

Respectfully, yours, A. STONE, Jr. 



41 


Cast Iron Plates and Guard Rail. 
















































42 


Lines of Reference for Plate Patterns. 


















n ‘V"i 




Cast Iron Frog. 





\ 


t 











44 




Chair for Guard Kail at a 5 Fig. 1. 



















45 


Chair for Plates and Progs, at c, r#, and J 9 Fig. 1. and 
c, and rf, Fig. 3. 



Spikes for Plates, Frogs, and Guard Rails. 

Fig.8. 




Joint Plate and Section of Street Rail. 


Fig. 10. 



Plan and Section of Cast Iron Stays. 

Fig. 12. Fig.13. 











Table Pfo. 8. 


F ie ^ ^ 4 -' fn vn f f ^ l 11 ^’ a P^ length of arcs for 14 degree curves, 

4 feel% ”c'S P eq ““ 1 ” 36 ' Wm ** °"" e - G '"V «< tn«-k. 


Arcs, 

Centre Radii 
Feet. 

'Centre Angles; 

Length ot Arc. 

? in Feet. 


Inner. 

1 Center. 

Outer. 

A N <fc H G Plates 
NMA-G F, 
LKAED, 

BC, CD, IJ k JK. 
Angle of frogs, 
Turn-out plates. 

159.u6 
410.30 

410.30; 

410.30 

1 

3° 43* 00” 
4° 17’ 00” 
8° 00’ 00”! 
8° 57’ 14”| 
8° 00’ 00” 
3° 43’ 00”! 

10.165 
30.497 1 
56.960 
63.752 

156.710 

I It). 318 
| 30.673 
57.289 
64.119 
Radii. 
159)06 

IU.470 

30.849 

57.617 

64.486 

161.41 


Table TVo. o. 

Length of rails, exclusive of the plates and frogs, or the entire 
turn-out, as follows: 

Straight rails for main track, 410.740 ) 

“ “ for frog tongents 61.056 1 1 ' leet ' 


Curved rails for inside of tracks. 429.922 “ 

“ *• “ outside of tracks. 484.876 “ 


Total for the turn-out, of 4 feet 8}£ inches gauge.. . . 1,866.594 “ 


Following are the dimensions of the several parts of a turn-out, 
with fourteen degree curves (410.3 feet radii) and eight degree frogs, 
lor a gauge of track of four feet eight and a half inches (4.70 feet) and 
a distance of ten feet between the centres of the* two tracks, measur¬ 
ing at right angles with the line A O H (Fig. 14) at the points B O and f 


Table TV o. -A. 


Straight lines, Fig. 14, for Turn-out of 14 degree curves. 



tli in feet 


F 


i om A to B 
“ B to O 
“ O to I, 
“ I to H, 


63.859 ) 
63.859 S 


from B to 



“ AtoH, extreme length. 

“ point of frogs to Aand H, on line of rails. 

“ “ “ to e and j, to point of cmve. 

“ “ “ to f and i, “ “ . 

“ e to f, and i to j, tangents crossing tracks. 


116.007 
127.718 
116 07 


359.732 

49)768 

8.708 

9.556 

18.264 


For a gauge of track of five feet two inches (5,16 feet) the follow¬ 
ing dimensions, other things being equal, are to be substituted, viz : 

From point of frogs to Aand H, read . 53.025 feet, 

“ “ to e and j, “ . 11.966 “ 

<< “ “ to f and i, “ . 6.298 “ 

Frog tangent, same as 4’ 8%” gauge . 18.264 “ 


IMPROVED RAIL ROAD TURN-OUT, 


m 


x. tvt. civil. unxr&xivriDXiivi, cx J .xsv r xi3Xj,^A3xrx>. o 


PATE N 


T 


X> 


DECEMBER 


.» o 


1 & O 



i immsiai: 


Table IV T o. -”». 


Table No. «>. 


Table No. 7. 


Centre line of tracks, Fig. 14. for Turn-ont of 14 deg. curves. Length in feet 


Tangents A B and tl 1... 116.007 

Reverse curves BCD and I J K. \ 128.238 

Curves D E and K L. 57.289 

Tangents E F and L M. i 18.264 

Curves F G and M N. 30.673 

Curves G H and N A plates. 10.318 

I- 

Length of Turn-out, on centerline of tracks. ’.., 360.789 

“ “ in a straight line.! 359.732 


Difference in length from a straight line...' 1.057 


The undersigned will furnish working plans of the cast iron plates, frogs, f 
the exclusive right for States, Counties, and Cities, or the right to construe 


Distances oil the straight line A 0 H. and offsets at right angles therewith, to points 
in the center line of the tracks. For turn-out of 14 degree curves, Fig. 14. 

Chords and Ordinates, ten feet apart, from the middle of the chord, for the center 
line of the tracks; lor turn-out of 14 deg. curves. Fig. 14. 

Points on line A r 

LUs. in leet irom A A: id 

Offsets. 

Length in Feet. 

Chords. 

Length i 
in 

Feet. 

Ordinates ten feet apart. 

A c and H /, 

A d and H k, 

A g and H h, 

A B and H I, 

B O and I 0, 

10.3106 

40.8181 

58.9043 

116.0070 

63.8590 

c N and l G, 
d M and k F, 
g L and h E, 

B K and I D, 
OJandOC 

0.334 

3.465 

6.007 

10.000 

5.000 

; 20 feet. , lo Feet. Middle. 10 Feet. | 

Feet. Feet. ! Feet. ; Feet. | 

20 Feei. 
Feet. 

A N and H (f, 

N M and G F, 
LK and E D, 
DC. CD, IJ&JK 

10.316! 

30.666 

57.242 

64.054 

0.084 

0.165 0.287 0.165 

0.512 0.878 1.000 0.878 

0.764 1.130 1.252 1.130; 

0.512 

0.764 


Intermeuiaie instances. 


A c and H l, 

10.3106|ic N and l G, 

0.334 


Same chords with Ordhiates in inches. 


c d and l k, 

30.5075 d M and kF, 

3.465 

A N and H G, 


1 0-16 1 


d g and k h, 

18.08621 g L and li E, 

6.007 

N M and G F, 


2 o-i«! 3 7-16 2 o-i6 


g B and h I 

57.1027 

B k and I D, 

10.000 

L K and E D 


61^1 10 9-16j 12 | lu g.icj 

GM 

B 0 and I O, 

63.8590^0 J and 0 C, 

5.000 

BC,CD,IJ&JK 


13 9-16! 15 13 9-16 






T'ng’s ML&FE 

18.264 

1111 



nl rails, chairs, Ac, with full directions for putting down the turn-outs, to parties purchasing the right to use them ; and is also prepared to sell 
em for single roads, upon reasonable terms. Any further information will be furnished, bv addressing, 

J. Jr. VILL,Sit Lit r, C. £., Cleveland , Cuyahoga County , Ohio. 


































































































































































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Improved Rail Road Turnout Ho. 2, 
Fig. 15. 

This Turnout, No. 2 Fig. 15, is an. improvement on my 
original patent No. 1 Fig. 14, whereby the space occupied 
by the double tracks is equally divided on each side of the 
center line of the street, thereby giving better satisfaction 
to the property owners along the line of the road as well as 
to the city authorities generally. 

The same pattern of cast iron plates, frogs, guard rails 
and chains used for my original patent, Fig. 14, is also used 
for this in the same manner, excepting, only , the position 
of the frog plates is changed so as to divide the angle of 
the frogs equally between the right and left hand tracks. 
By this plan the amount of curvature, in passing over the 
Turnout, is reduced from 226.518 feet, to 97,036 feet, with¬ 
out changing the radii or degree of curvature. And as the 
same pattern of cast iron plates and guard rails used for 
Fig. 14 are also used in the same manner for this, of course 
the principle upon which the cars enter the Turnout in the 
same straight lines and pass the points of the plates before 
turning from that line, is identically the same in both. 

Therefore, this Turnout, like Fig. 14, is equally adapted 
to Bailways for either horse or steam power cars with the 
“ Dummy ” Engine. Every part is a fixture and therefore 
not liable to get out of order. Both ends are in the same 
straight line. The cars enter and pass over the turnout in 
the direction indicated by the arrows; the inclined guard 
rails y y 5 in connection with the guards x x’ on the inside 
plates, ease the cars off from the curves, H I and P to 
the tangents of the main track, upon leaving the Turnout, 
without any apparent jerking or jolting, even at a velocity 
of five or six miles an hour. Each car upon entering the 
Turnout, keeps the right hand track without turning from 
a straight line, until after all the points of the plates are 
/ 


48 


passed. The tracks also cross each other in straight lines, 
thereby dispensing with the use of guard rails opposite the 
points of the frogs. There is no “pulling over ” or “off 
track” either upon entering or leaving the Turnout. It is 
simple in its form of construction, and can be made of any 
desired length, without changing the radii or degree of 
curvature. The cast iron plates, frogs, guard rails, chains, 
&c., are represented in detail by separate figures accompa¬ 
nying the specifications and directions for putting them 
down. As before remarked, these Turnouts have been 
thorougly tested, and their utility fully and practically 
demonstrated to the entire satisfaction of the parties using 
them, so that we are not offering them for adoption gener¬ 
ally, simply as an experiment with doubtful results, but as 
an improvement fully determined to be just what is required 
on all city and subarban railways, for either horse power 
cars, or steam power with the “ Dummy ” Engine. 

Following are the directions for putting down Turnout 
No. 2, Fig. 15. 

Directions for Putting down Turnout No. 2, Fig. 15, with 14 De¬ 
gree Curves, (Center Radii 410.3 feet,) and Angle of Frogs 

8 Degrees. 

Having fixed upon the location and determined upon the 
length of the Turnout, say from 220 to 250 feet generally, 
measure and fix the points A and I in the center line of the 
street at each end of the Turnout; then put down the cast 
iron plates and guard rails (Fig. 1,) placing the small end 
of the plate opposite the point A and I, at right angles with 
the center line of the street or Turnout. Then measure 
from the points A and I, along said center line, 10.5 feet, 
and fix the points B and I for the points of curve for the 
right hand tracks; then measure from A and I, along said 
center line, 11.095 feet, and fix the points a and 1, and from 
the points a and 1 measure, at right angles with said center 


49 


line, 0.388 feet and fix the points of tangent P and H in 
the left hand tracks; then measure from A and I, along 
said center line, 39.121 feet, to the points b and k, and from 
these points measure, at right angles with said center line, 
one foot to the tangent points C and K in the center line 
of the right hand tracks; then measure from A and I, along 
said center line, 62.749 feet to the points c and j, and from 
these points measure at right angles four feet to the point 
of curve O and G in the center line of the left hand tracks; 
then measure from A and I, along said center line. 82.023 
feet to the points d and i, and from these points measure, 
at right angles, four feet to the points of curve D and L; 
then from A and I measure along said center line 91.370 
feet to the points e and h, and from these points measure, 
at right angles, five feet to the tangent points 1ST and F; and 
then from A and I measure along said center line 110.644 
feet to the points f and g, and from these points measure, 
at right angles, five feet to the tangent points E and M. 

Having thus fixed the points in the center line of thd 
tracks at A, B, C, D, E, F, G, II, I, J, K, L, M, FT, O and 
P, bi-sect the chord lines BO, DE, FG, JK, LM, and HO; 
and from said bi-secting points measure, at right angles 
with said chord lines, the middle ordinates, 0.250 feet to 
the center line of the tracks. Then a line stretched between 
the points CD, EF, GH, KL, MH, and OP will form the 
center line of the tangents from which to gauge the rails of 
the tracks; and the center line of the curves between the 
points BC, DE, FG, JK, LM, and HO may be fixed with 
the center board as described in Fig. 9. 

To determine the true position of the frog plates for any 
gauge of track : First for the point Q measure from the 
points C, D, O, and P, the lines Co, Dp, Om, and Pn, each 
equal in length to one-half of the required gauge of track; 
then lines drawn between the points mn and op will inter- 

4 


50 


sect each other at the point Q, which is the true place for 
the real point of the frog. For the point Y, measure in like 
manner from the points G, IF, K, and L, the lines Gw, Fix, 
Kr, and Ls, each also equal in length to one-lialf of the 
the required gauge of the track, and the intersection of the 
lines wx and rs will give the required point Y. 

The straight lines EF and MU may he made any desired 
length without changing the degree of curvature in the 
Turnout, affecting only its entire length; or, if necessary , 
the tangents in the middle of the Turnout may he left out 
altogether, thus making the turnout short enough for the 
passage of only a single car, making the extreme length 
from A to I only 202.014 feet. The left hand side of the 
track should he elevated at least one-lialf an inch above the 
right hand side, commencing at a point forty or fifty feet 
before entering the turnout, and extending as far as the 
frog plates, the same as described for Turnout Ho. 1, 
Fig. 14. 

Turnout No. Si, Table No. Si3. 


Distances on the straight line AI, and offsets at right angles therewith, to points in the 
center line of the tracks for Turnout, with 14 deg. curves and frog, angle 8 deg., Fig. 15. 


Points on line AI. 

Distance in feet 
from A & I. 

Offsets. 

Length in 
Feet. 

A B and IJ,. 

10- 500 



A a and 11,. 

11.095 

a P and 1 H, 

0.388 

A b and Ik,. 

39.121 

b O and k K, 

1.000 

A c and I j,. 

62.749 

c O and j G, 
dDand i L, 

4.000 

A d and I i,. 

82.023 

4.000 

A e and Ik,. 

91.370 

e N and li F, 

5.000 

A f and I g,. 

110.644 

f E and gM, 

5.000 


Table No. S4. 


Chords and ordinates ten feet apart from the middle of the chord, for center line of the 

tracks, 14 deg. curves. Fig 15. 


Chords. 

Length in 
feet. 

Ordinates 10 feet apart. 

10 feet. 
Feet. 

Middle. 

Feet. 

10 feet. 
Feet. 

BC, BE, ] 
FG, JK, 
LM & NO, 

jj J*j " 

28.638 

0.128 

0.250 

0.128 



























































51 


Tal>le No. SJ5. 


Arcs with their center radii, angles and length in feet for Turnouts with 14 degree 

curves, Fig. 15. 


Arcs. 

Center radii in 
ieet. 

Central Angles. 

Length of cen¬ 
ter arc in feet. 

Plates,. 

BC, DE, ) 

159.06 

3° 43’ 00” 

10.318 

FG, JK, y . 

LM and NO, ) 

410.30 

4° 00’ 00” 

28.644 

AP and IH,. 

Angle of frogs,. 

159.06 

4° 00’ 00” 
8° 00’ 00” 

11.104 


Table No. ~<t>. 


Center Line of Tracks for Turnout No. 2, Fig. 15. 

Length in Feet. 

Tangents AB and IJ,. 

10,500 

28,644 

43,006 

28,644 

47,986 

28,644 

51,780 

11,104 

250,308 

250,000 

0,308 

“Curves BC and JK,. 

Tangents CD and KL,. 

Curves DE and LM,. 

’Tangents EF and MN, (variable,). 

Curves FG and NO,. 

Tangents GH and OP,. 

Curves HI and PA,. 

Length of Turnout in center line of tracks,. 

“ in a straight line,. 

Difference from a straight line,.... . 


Tlie straight tracks in the middle of the Turnout, or tangents EF 
and MN, may be made longer or shorter as desired; or, they may 
be left out entirely and tliereby make the Turnout short enough for 
the passage of a single car only, without shortening the curves. 


Quantity of Materials for a Turnout 250 Feet Long, No. 2, Fig. 15. 


140 Cross Ties, 5x6 in., 6 f. 9 in. to 7 f. long. 

1000 Linear feet of Stringers, same width of street rail, 
and 6 in. deep. 


722.872 linear feet. 


-843.728 feet of Curved Rails, 

379.144 “ “ Straight 66 , 

4 Cast Iron Plates, B and C, Fig. 1,. 1240 lbs. 

2 “ “ Frogs, (Fig. 3,). 436 “ 

2 “ “ Guard Rails, (A, Fig. 1.).... 496 “ 

22 “ “ Chairs, (Fig’s 4, 5, & 6,). 120 “ 

250 “ “ Stringer Stays, (Fig’s 12 & 13,) 438 “ 


Amount of Castings, 


2730 lbs. 

























































9 


52 


40 Wrought Iron Joint Plates, 1 \ lbs. each, 
62 Square Headed Spike for Castings, (Fig. 8,) 

400 Street Rail Spike, 4£x£ in. 

300 Stringer Spike, 10x7-16 in. 


60 lbs. 
31 “ 
128 “ 
240 “ 


The above quantities are for both tracks. The cost will,, 
of course, vary according to the price of materials and labor 
in the different localities. 


We are prepared to sell the exclusive right to use these 
Turnouts in States, Counties, and Cities, or the right to 
construct them on single roads, upon reasonable terms. Any 
further information will be furnished by addressing, 


I. N. PILLSBURY, C. E., 


Cleveland , Cuyahoga CoO. 


Office of Superior & St. Clair Street Railway Co. , ) 
Cleveland, Ohio, October, 1867. \ 

To all whom it may Concern: 

This Company would respectfully state that they have adopted 
and are now using upon their road, I. N. Pillsbury’s “Improved Rail 
Road Turnout,” and that the Company are fully satisfied with its 
operation in every particular, and therefore recommend its adoption 
upon other roads, as being equally adapted for cars with horse 
power, or for steam with a “Dummy Engine.” 

R. F. PAINE, President, and 

D. ATWOOD, Superintendent of the 

Superior & St. Clair St. Railway Co. 

The undersigned fully concur in the above statement. 

A. EVERETT, President, and 

E. DUTY, Superintendent of the 

East Cleveland St. Railroad Co. 






ERRATA. 


Page 8, line 19 from top, chord j g, for 10.433 read 10.483. 

“ 9, “ 2 from bottom, for A read a. 

“ 13, table No. 3, Middle Ordinates, for 14° curves and 10 feet 
rails, read %— ; 14 feet rails read i|+; 15 feet rails 
read —-j-; and 16 feet rails read ~• 

“ 13, line 9 from bottom, for read 

Tii TiT 

“ 13, line 8 from bottom, for - 2 * 1 '* read - . 

20, in Table No. 16, in column of Arcs, at bottom, for Tangent 
read Turnout. 

“ 42, in Center Arc, Fig. 2, for 10.1318’ read 10.318’. 

46, in Fig. 11, for the lip^of the rail, the Tetterfa was omitted 
by the engraver. 

“ 17, line 8 from top, for chains read chairs. 

“ 48, “ 7 from top, for chains read chairs. 

“ 48, “ 7 from bottom, for plate read plates; and for j)oint 
read points. 



TTn-iioiit No. S, Table IVo. S3. 


Distances on tlie straight line AI, and offsets at right angles therewith, to points in the 
center line of the tracks for Turnout, with 14 deg. curves and frog, angle 8 deg., Fig. 15. 


Points on line AI. 

Distance in feet 
from A & I. 

Offsets. 

Length iu 
Feet. 

AB and I J,. 

10.500 



A a and 11,. 

11.095 

a P and 1 H, 

0.388 

A b and Ik,. 

39.121 

b C and k Iv, 

1.000 

A c and I j,. 

62.749 

c O and j G, 

4.000 

A d and I i,. 

A e and Ik,. 

82.023 

dDand i L. 

4.000 

91.370 

e N and li F, 

5.000 

A f and I g,. 

110.644 

f E and gM, 

5.000 


Table IVo. S4. 


Chords and ordinates ten feet apart from the middle of the chord, for center line of the 
tracks, 14 deg. curves. Fig 15. 


Chords. 

Length in 
feet. 

Ordinates 10 feet apart. 

10 feet. Middle. 10 feet. 

Feet. Feet. f Feet. 

BC, DE, ) 



FG, JK, y . 

28.638 

0.128 0.250 0.128 

LM & NO, \ 




Table No. 25. 


Arcs with their center radii, angles and length in feet for Turnouts with 14 degree 

curves. Fig. 15. 


Arcs. 

Center radii in 
leet. 

Central Angles. 

Length of cen¬ 
ter arc in feet. 

Plates,. 

BC, DE, ) 

159.06 

3° 43’ 00” 

10.318 

FG, JK, y . 

LM and NO, ) 

410.30 

4° 00’ 00” 

28.644 

AP and IH,. 

Angle of frogs,. 

159.06 

4° 00’ 00” 
8 Q 00’ 00” 

11.104 


Table IVo. SO. 


Center Line of Tracks for Turnout No. 2, Fig. 15. Length in Feet. 


Tangents AB and IJ,. 10,500 

Curves BC and JK,. 28,644 

Tangents CD and KL,. 43,006 

Curves DE and LM,. 28,644 

Tangents EF and MN, (variable,). 47,986 

Curves FG and NO,. 28,644 

Tangents GH and OP,.’'. 51,780 

Curves HI and PA,. 11,104 


Length of Turnout in center line of tracks,.! 250,308 

“ in a straight line,. 250,000 


Difference from a straight line,... • .j 0,308 


The straight tracks in the middle of the Turnout, or tangents EF 
and MN, may be made longer or shorter as desired; or, they may 
be left out entirely and thereby make the Turnout short enough for 
the passage of a single car only, without shortening the curves. 




















































































































































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